EP3206900A1

EP3206900A1 - Motor vehicle powertrain

Info

Publication number: EP3206900A1
Application number: EP15775755.0A
Authority: EP
Inventors: Mark Schweiher; Harald Ihben; Ian Richard MURPHY; Arnaud CECI
Original assignee: Getrag BV and Co KG; Flybrid Automotive Ltd
Current assignee: Magna PT BV and Co KG; Punch Flybrid Ltd
Priority date: 2014-10-13
Filing date: 2015-10-12
Publication date: 2017-08-23
Also published as: DE102014114771A1; CN107074089A; CN107074089B; WO2016059002A1

Abstract

The invention relates to a powertrain (10) for a motor vehicle, comprising a drive motor (12), the drive power of which can be routed via a power path to driven wheels (20), and comprising a KERS reservoir (24) which can be connected to the power path by means of a KERS clutch assembly (26). The power path has a dual-clutch transmission (16) with two sub-transmissions (34, 36), each of which has a plurality of gear wheelsets (38, 40) and the KERS clutch assembly (26) can be connected to the power path by means of one gear wheel (39) of one (38) of the gear wheelsets (38, 40) of the first and/or second sub-transmissions (34, 36).

Description

Automotive powertrain

The present invention relates to a drive train for a motor vehicle, with a drive motor whose drive power is feasible to driven wheels via a power path, and with a KERS memory which is connectable or connected via a KERS coupling arrangement with the power path.

In the field of powertrains for motor vehicles is generally distinguished between classic drive trains with internal combustion engine, hybrid drive trains, which have an internal combustion engine and an electric drive motor, and electric drive trains, which have exclusively an electric motor as the drive motor. For the operation of the electric motor as a drive motor energy storage are provided, which are usually as accumulators or Capacitors are formed, but may also be hydrogen-based, for example in conjunction with a fuel cell.

In all of these powertrains, there may be a need to at least temporarily cache kinetic energy during a vehicle braking operation to provide that energy at a later time as drive energy. In drive trains with an electric machine, it is known to operate them as a generator during a braking operation, wherein the electrical power obtained from the kinetic braking energy can be used, for example, to charge accumulators. Such a type of kinetic energy recovery is also referred to as an electrical KERS (Kinetic Energy Recovery System).

Electromechanical KERS systems with very high efficiency use electric machines in generator mode at relatively high speeds. The rotor of such a generator can also serve as a flywheel, which usually requires that the rotor can be decoupled from the power path. The kinetic energy stored in such a rotor can either be converted directly into kinetic drive energy again as required, but can also be converted into electrical energy by the generator going from an idling mode to a loading mode. In this case, for example, rechargeable batteries or high power capacitors can be charged.

A basically very old way of recovering kinetic motive power is a so-called mechanical KERS wherein a rotating flywheel system is used as the latch. Compared to electrical and electromechanical KERS systems, this system is again considered interesting today, since the lifetime is virtually unlimited, at least in comparison to electrical storage such as accumulators and capacitors, which usually degrade with time, often depending on the Number of charge and discharge cycles performed.

From document DE-C-891503 an omnibus drive using a flywheel gyroscope is known. The drive should then especially be useful if the bus is subject to frequent speed changes. The drive includes a flywheel gyro which can be charged with mechanical energy. Furthermore, the drive train includes an internal combustion engine. The internal combustion engine can drive the bus via a fluid coupling or a hydraulic converter, a change gear and a cardan shaft. An arranged with a vertical axis flywheel is connected via a bevel gear and a hydraulic clutch or a converter to the transmission. By alternately or simultaneously switching on the clutches or transducers, the vehicle can be driven either by the internal combustion engine or by the flywheel gyro or simultaneously by both. If necessary, an overrunning clutch can be interposed between the engine and the transmission. The energy absorption of the flywheel mass gyro takes place either by increasing the drive power of the internal combustion engine or by accelerating the gyro from braking energy.

More recent concepts for using such a flywheel mass memory typically include a continuously variable transmission (CVT) operating between

Flywheel accumulator and drive train (for example, vehicle transmission) can be connected. In such a known drive train (DE 10 2007 033 577 A1), the connection of the flywheel mass storage device to the power path further includes a disconnect clutch. Due to the continuously variable transmission, it should be possible to design the flywheel mass storage at high speeds of at least 30,000 rpm, preferably 60,000 rpm. This should make it possible to realize the flywheel mass storage structurally compact. The separating clutch can be provided in order to avoid drag losses or to realize a standstill decoupling.

Another mechanical KERS system with a continuously variable transmission is known from the document DE 10 2010 062 789 A1. The continuously variable transmission or a variator of another type is intended to be used to sum drive power of an electric motor and drive power from a flywheel energy storage suitable.

[0009] Document DE 10 2010 009 405 A1 discloses an electromechanical KERS system in which an electrical rotor is connected to a shaft of a motor vehicle. ges is mechanically coupled and in which a flywheel mass body when needed magnetically coupled directly to the runner.

The document DE 32 24 982 A1 discloses a further drive train in which drive power of an internal combustion engine and drive power from a flywheel storage via a hydrodynamic torque converter and a freewheel device are superimposed.

A drive train with a flywheel mass storage and a KERS coupling arrangement for connecting the flywheel mass storage device to a power path is known from the document WO 2011/080512 A1. The KERS clutch assembly used herein includes a memory-side gearset and a power-path-side gearset. The memory-side wheelset and the power-path-side wheelset are coupled together via at least two multi-plate clutches, which can be actuated by means of suitable actuators. About the wheelsets the power path, depending on the clutch is connected with different translation with the flywheel energy storage. One of the translations can be used for loading the flywheel mass memory, the other for unloading the flywheel mass memory.

However, the multiple clutches can also be used in different translations each for loading or unloading. Trained as multi-plate clutches clutches can be designed as a power shift clutches, so that transitions from one to the other clutch can be performed without power interruption.

The power path side wheelset is preferably connected to the input shaft of a motor vehicle transmission. The friction clutches are normally open clutches.

To improve the efficiency of the flywheel mass storage device, it is known to arrange such a flywheel in a housing and the housing over evacuate a vacuum pump to keep aerodynamic losses to a minimum. A vacuum pump which can be used for this purpose is disclosed, for example, in the document DE 196 20 368 C1.

The document DE 199 23 154 B4 finally relates to a hydraulic actuation system for an automated transmission, wherein a pump is force-transmitting connected to a drive motor or transmission of the vehicle via a mechanical drive and a freewheel mechanism, wherein the pump also power transmitting with an electric motor connected is. The mechanical drive and the electric motor are connected to a common drive shaft of the pump.

To operate the KERS clutch assemblies described above, it is generally possible to use electrical, pneumatic or hydraulic actuators. In the case of hydraulic actuators, it is also known to use a hydraulic fluid both for the actuation and for the cooling of clutches, in particular friction clutches.

Against the above background, it is an object of the invention to provide an improved powertrain for a motor vehicle.

The above object is achieved in the aforementioned drive train in that the power path has a dual-clutch transmission with two partial transmissions, each having a plurality of gear sets, wherein the KERS clutch assembly via a gear wheel of one of the gear Sets of wheels of the first and / or the second partial transmission with the power path connectable or connected.

The dual-clutch transmission can be designed for the FronWQuer installation in the motor vehicle, but can also be designed for longitudinal installation in a motor vehicle. The gear wheel, via which the KERS memory is connectable to the power path, may be a fixed gear or a loose wheel. In one variant, the KERS memory is connected exclusively to one of the two partial transmissions. In this preferred embodiment, the partial transmission to which the KERS memory is connected is preferably that which has the greater spread, for example that which has the odd gear ratios. In an alternative embodiment, the KERS memory is connected via respective gear wheels with two partial transmissions.

The arrangement of KERS memory and KERS coupling arrangement can be laterally, so radially offset, arranged and mounted on a housing of the dual-clutch transmission, possibly in its own KERS housing.

The KERS memory preferably includes a flywheel whose axis of rotation is preferably aligned parallel to the waves of Doppelkupplungsget ebes.

The drive train may be formed as a purely electric drive train, but is preferably a drive train in which a drive motor is formed by an internal combustion engine. The powertrain may additionally include an electric motor to form a hybrid powertrain.

The KERS memory preferably has at least one flywheel. The flywheel is preferably designed for a maximum speed of at least 10,000 rpm, in particular at least 20,000, preferably at least 30,000 rpm. It is particularly preferred if the maximum speed at least

60,000 rpm.

The diameter of the flywheel may be less than 500 mm. The flywheel may be accommodated in a storage housing that can be evacuated.

The connection of the KERS clutch assembly with the power path can be done in particular at the entrance of the Doppelkupplungsgethebes. If the KERS memory is connected to the input of the dual-clutch transmission, the translations of the dual-clutch transmission (gear stages) can be used to optimize the operation of the KERS memory during charging and discharging, so that this example when loading possible can be quickly brought to high speeds.

The object is thus completely solved.

According to a particularly preferred embodiment, the KERS clutch assembly has a memory-side KERS gear set connected to the KERS memory, and has a transmission-side KERS gear set connected to the gear wheel of one of the gear sets the first and / or the second partial transmission is connected, wherein the memory-side KERS wheelset and the transmission-side KERS wheelset are connected to each other via at least one KERS coupling.

Preferably, the two KERS wheelsets are interconnected via at least two KERS couplings. As a result, depending on the switching of one of the KERS couplings, a different ratio between the KERS memory and the gear wheel can be set up, for example optimized for a charging process of the KERS memory or for a discharging process of the KERS memory.

The wheelsets are mounted on shafts, which are aligned parallel to the transmission shafts of the dual clutch transmission.

The KERS clutch may be a wet-running multi-plate clutch. With two or more KERS couplings, the switching operations can take place from one clutch to the other under load.

In an alternative embodiment, the KERS coupling is formed by a hydrodynamic fluid coupling. This type of coupling can also enable load switching. The KERS clutch and the KERS clutches are preferably arranged in the axial direction between the memory-side KERS wheelset and the transmission-side KERS wheelset.

According to a further preferred embodiment, the memory-side KERS wheel set has a KERS pinion connected to the KERS memory, wherein a first KERS wheel of the memory-side KERS gear set engages with the KERS pinion and has a KERS pinion Input member of a first KERS coupling is connected, whose output member is connected to a first KERS wheel of the transmission-side gear set.

The terms "input member" and "output member" have been chosen only to better distinguish. It is understood that both members of the couplings can act either as an input or as an output member depending on the power flow direction.

Of particular preference, it is when the first KERS wheel of the transmission-side KERS wheelset is connected to the gear wheel of one of the gear sets of the first or the second sub-transmission.

The first KERS wheel thereby directly engage with the gear wheel, but may also be connected via at least one intermediate gear to the gear wheel.

Further, it is advantageous if the memory-side KERS wheelset has a second KERS wheel engaged with its first KERS wheel (or alternatively engaged with the KERS pinion) and preferably with an input member of a second KERS wheel KERS coupling is connected, whose output member is connected to a second KERS wheel of the transmission-side KERS wheelset. The second KERS wheel of the transmission-side KERS gear set may be engaged with the first KERS gear of the transmission side KERS gear set, but may be engaged with a KERS pinion of the transmission side KERS gear set. By this measure, the KERS clutch assembly may include two (or more) KERS clutches arranged in a compact manner between the KERS accumulator and the gear wheel of the dual clutch transmission.

The KERS clutch assembly may have exactly two wheelsets, namely the memory-side wheelset and the gearbox side gearset.

In one variant, the transmission-side KERS wheel set is connected to a gear wheel of one of the gear wheel sets of the first or the second sub-transmission, wherein the KERS clutch arrangement has a further gear-side KERS wheel set, which is connected via a further KERS gear. Clutch is connected to the memory-side KERS wheelset, wherein the other gear-side KERS wheelset is connected to a further gear wheel of the gear wheelsets of the first and / or the second sub-transmission.

In this embodiment, it is particularly advantageous if the additional gear wheel, with which the further transmission-side KERS wheelset is connected, is part of a gear wheel set of the other sub-transmission.

In other words, it is hereby preferred if the one transmission-side KERS wheelset is connected to a gear wheel of one of the partial transmissions, whereas the other transmission-side KERS wheelset is connected to a gear wheel of the other sub-transmission.

The connection between these wheelsets and the respective gear wheel can, as I said, done in a direct manner, but can also take place via an intermediate gear or the like.

Accordingly, it is advantageous in a variant, when the transmission-side KERS wheel or the other transmission-side KERS wheel has a hereby engaged intermediate wheel, which is connected to the gear wheel of the gear wheel set or advantageously hereby engaged stands. Furthermore, it is generally advantageous if the dual clutch transmission has an axial extent with a first axial end and with a second axial end, wherein the KERS memory and the KERS clutch assembly in the axial direction between the first and the second end of the dual clutch transmission are arranged.

By this measure can be achieved that the necessary space for installation of the dual clutch transmission with the KERS extension can be limited axially. The axial length or extension of the extension of KERS memory and KERS clutch assembly is preferably smaller than / equal to the axial extent of the dual clutch transmission.

Further, it is generally advantageous if the drive train is designed for transverse mounting in a motor vehicle, the dual-clutch transmission having a stepped transmission with an input shaft assembly and two output shafts parallel thereto, the KERS clutch assembly connectable to the power path via a gear wheel is, which is mounted on the input shaft assembly, preferably fixed, is.

In this way, in addition, a compact design can be realized when transverse installation, in particular in the radial direction.

The KERS memory can be connected directly to the transmission-side KERS wheelset.

However, it is advantageous if the KERS memory has an identification converter or a transmission for the transmission of the rotational speeds, which is connected to the KERS clutch arrangement, in particular to the memory-side KERS gearset. The transmission gear can be designed for example in the design of a planetary gear. In this case, it is advantageous that the speeds in the KERS clutch arrangement are already significantly lower than those of the KERS memory. Therefore, the bearings and gears in the field of KES clutch assembly no special requirements to make because the speeds are comparable to those of other components in a dual-clutch transmission.

In another embodiment, the KERS clutch assembly is connected via a transmission gear to the gear wheel of one of the gear wheelsets.

This embodiment can be combined with that embodiment in which a transmission gear between the KERS memory and the KERS clutch assembly is arranged.

If the transmission gear between the KERS clutch assembly and the gear wheel is arranged, the KERS clutches can be designed for lower torques. Furthermore, there are fewer loss-making elements between the memory-side input of the KERS clutch arrangement and the KERS memory. This reduces drag losses so that the KERS accumulator can maintain kinetic energy for a longer time when the clutch or clutches of the KERS clutch assembly are opened. However, the speeds in the region of the KERS clutch arrangement are higher in this case, which usually requires a higher processing quality.

The flywheel of the KERS memory typically has an outer diameter that is less than or equal to 200 mm. Here, the outer catch at the intended high speeds (for example, up to about 60,000 rev / min) have a peripheral speed that comes close to the speed of sound. Therefore, it is preferable if the flywheel can rotate in a special, sealed storage enclosure in a vacuum to minimize aerodynamic losses or ventilation losses. By the measure to connect the KERS memory with the gear wheel of the dual clutch transmission via a KERS clutch assembly having at least one KERS clutch, in particular in the form of a multi-plate clutch or in the form of a fluid coupling, the provision of a continuously variable transmission for connecting the KERS storage not necessary. The control of the KERS clutch arrangement can be significantly simpler. In addition, this can be realized a significant weight reduction.

The translation between the driven wheels and the

Flywheel is preferably sized so that limit operating points are possible. Even with a slowdown to low vehicle speeds, the flywheel should preferably be able to be charged to its maximum speed. Furthermore, it should be possible to unload the flywheel to a meaningful higher vehicle speed, for example, up to a speed of less than or equal to 100 km / h or the like.

By the measure to connect the KERS extension with the KERS memory and the KERS clutch assembly to a transmission input side of the dual clutch transmission, the gear ratios of the transmission can be shared. The mechanical complexity can thus be minimized. Compared with solutions in which the KERS extension is connected to both partial transmissions of the double clutch transmission, a significant weight reduction can be achieved.

In order to achieve the necessary high speeds of the flywheel, the KERS memory is preceded by a transmission gear, for example in the form of a planetary gear or in the form of a planetary gear, or is part of the same. A member of such a transmission gear can be determined, for example, with respect to a housing.

When using two KERS clutches in the KERS clutch assembly and in the connection to a partial transmission with four gear ratios (for example Grades 1, 3, 5 and 7), the flywheel can be used with a total of eight different translations to the vehicle drive.

If an idler is provided, this can bridge the center distance between the parts of the KERS system to the input side of the base gear.

The identifier converter can, as I said, have a planetary gear set. In this case, the planetary gear set may be formed with a fixed ring gear. However, the planetary gear set may also be designed with alternative configurations, may be constructed in several parts or may be replaced by a spur gear.

The intermediate between the KERS clutch assembly and the gear wheel of the dual clutch transmission can also be replaced by a combination of multiple spur gears, or by a double wheel. A double wheel offers the possibility of choosing a different type of toothing (different modulus, different helix angle) in the running gear of the dual-clutch transmission than in the transmission stages or KERS wheelsets of the KERS clutch arrangement.

By this measure, if necessary NVH problems can be avoided. For example, the gearing in the dual clutch gearset can be optimized for use with internal combustion engines, and the gearing of the KERS clutch assembly (transmission side gearset) can be optimized for operation with varying torque directions, regardless of the optimization of the wheelset of the dual clutch transmission.

The KERS clutch assembly may be connected to the "odd" partial transmission (with the gear stages 1, 3, 5 and 7), but may also be connected to the other partial transmission with the straight gear steps. For example, in one of the variants described above, two KERS couplings in a clutch be provided arrangement which is connected to one of the partial transmission. Another KERS coupling can be connected to the other partial transmission.

By this measure, during an existing connection of the KERS memory to the respective active partial transmission of the drive train, a gear change in the dual-clutch transmission without interrupting the torque transmission to the KERS memory can be performed.

As I said, it is generally also conceivable to connect in each case a KERS coupling with one of the two partial transmissions of the dual clutch transmission.

The preferably purely mechanical KERS memory makes it possible to store in each case a part of stored kinetic energy within the transmission system and to provide the drive, if necessary, again available. In contrast to electric hybrid systems, no deeper intervention in other systems of the vehicle is required. In particular, no battery system needs to be installed, and there is no additional space for it lost in the vehicle.

It can be a very good ratio of the achievable fuel economy over the necessary effort (cost of components and the required vehicle periphery) can be realized.

It is understood that the features mentioned above and those yet to be explained below can be used not only in the particular combination given, but also in other combinations or in isolation, without departing from the scope of the present invention.

Embodiments of the invention are illustrated in the drawing and are explained in more detail in the following description. Show it:

Fig. 1 is a schematic representation of an embodiment of an inventive drive train; FIG. 2 shows a schematic perspective illustration of a further embodiment of a drive train according to the invention; FIG.

3 shows a schematic representation of a further embodiment of a drive train according to the invention;

4 shows a schematic representation of a further embodiment of a drive train according to the invention;

5 shows a schematic representation of a further embodiment of a drive train according to the invention;

Fig. 6 is a schematic axial view of a drive train, for example, the drive train of Figure 3; and

Fig. 7 is a partial schematic representation of another embodiment of a drive train according to the invention.

In Fig. 1, an embodiment of a drive train for a motor vehicle is shown schematically and generally designated 10. The drive train 10 includes a drive motor 12, which may be formed for example as an internal combustion engine, but may also be formed by a hybrid drive unit. Furthermore, the drive train 10 has a friction clutch assembly 14, which is connected on the input side to the drive motor 12, and the output side is connected to a gear assembly 6. An output of the gear assembly 16 is connected to a differential 18, by means of which drive power can be distributed to driven wheels 20L, 20R.

From the drive motor 2 to the driven wheels 20L, 20R is thus established a power path, which is designated 22 in FIG. The powertrain 10 further includes a KERS memory 24, which may be formed as a pure mechanical memory for kinetic energy in the form of a flywheel, and a KERS clutch assembly 26. The KERS memory 24 is by means of the KERS clutch assembly 26 at connected to the power path 22.

In the present case, the friction clutch assembly 14 is formed by a dual-clutch arrangement, with a first friction clutch 30 and a second friction clutch 32. The friction clutches 30, 32 may each be designed as start-up and separating clutches. Furthermore, the friction clutches can be designed as dry friction clutches or wet-running multi-plate clutches.

The transmission assembly 16 includes a first partial transmission 34, which is assigned, for example, the odd gear ratios, and a second partial transmission 36, which is assigned, for example, the straight gear ratios and possibly a reverse gear. The two partial transmissions 34, 36 form a dual-clutch transmission. An input of the first partial transmission 34 is connected to an output member of the first friction clutch 30. An input of the second partial transmission 36 is connected to an output member of the second friction clutch 32. The outputs of the two partial transmissions 34, 36 are connected to the differential 18. Due to the division into partial transmissions and into two friction clutches, the power path 22 is also divided into two parallel power paths 22a, 22b.

The first partial transmission 34 has a plurality of gear wheelsets 38, which are each assigned gear ratios. One of the wheelsets has a gear wheel 39.

Correspondingly, the second partial transmission 36 includes a plurality of gear sets 40.

As schematically indicated in FIG. 1, the KERS clutch assembly 26 is connected or connectable via the gear wheel 39 of the first partial transmission 34 with the power path 22a. The powertrain 10 further includes a housing assembly 42. The housing assembly 42 includes a transmission housing 44 and an axially adjacent coupling housing 46. Further, the housing assembly 42 may include a KERS housing 48 within which the KERS memory 24 and the KERS - Coupling 26 can be added. The KERS housing 48 may be at least partially separated from the interior of the transmission housing 44. However, at least parts of the KERS clutch assembly 26 may also be received within the transmission housing 44, in particular wheel sets of the KERS clutch assembly 26. Further, it is also possible that the KERS housing 48 and the transmission housing 44 share a common fluid sump, so that the contained therein components are operated with the same fluid (for example, vehicle transmission oil, in particular ATF oil).

The KERS housing 48 may be arranged in particular in the radial direction adjacent to the transmission housing 44. An axis of rotation of the KERS memory can be aligned parallel to waves of the gear assembly 16.

While it is generally conceivable to include a flywheel of the KERS memory 24 within the KERS housing 48 in common with the KERS clutch assembly 26, it is preferred that the flywheel of the KERS memory 24 have a separate memory housing 50, within which a KERS wheel 52

(Flywheel) is rotatably mounted. The storage housing 50 is sealed so that it can be evacuated by means of a vacuum pump to reduce aerodynamic losses of the KERS wheel 52.

The KERS memory 24 may be formed such that a rotational axis of the KERS wheel 52 is directly connected to an input member of the KERS clutch assembly 26. However, it is preferred if the axis of rotation of the KERS wheel 52, as shown in FIG. 5, is connected to the input member of the KERS clutch arrangement 26 via a transmission gear, for example in the form of a planetary gear, in particular a planetary gearset 54. As a result, the KERS wheel 52, which is designed for very high rotational speeds (for example up to a maximum of 60,000 rpm), can be connected to the input member of the KERS clutch arrangement 26 more optimally than the Speed of this input element can then be significantly reduced. For example, the planetary gear set 54 may include a ring gear that may be fixed to a housing (eg, KERS housing or storage enclosure).

The KERS clutch assembly 26 has a memory-side KERS gearset 60 and a transmission-side KERS gearset 62. The memory-side KERS gear set 60 includes a memory-side KERS pinion 64 non-rotatably connected to the KERS memory 24 (the rotation shaft of the KERS wheel 52 or an output member of the planetary gear set 54). Further, the memory-side KERS gear set 60 has a first memory-side KERS wheel 66 and a second memory-side KERS wheel 68 respectively engaged with the memory-side KERS pinion 64.

Correspondingly, the transmission-side gearset 62 includes a transmission-side KERS pinion gear 70 that meshes with a first transmission-side KERS gear 72 and a second transmission-side KERS gear 74.

The first memory-side KERS wheel 66 and the first transmission-side KERS wheel 72 preferably have the same axis of rotation. Similarly, the second memory-side KERS wheel 68 and the second transmission-side KERS wheel 74 have the same axis of rotation.

Between the first memory-side KERS wheel 66 and the first transmission-side KERS wheel 72, a first KERS coupling 76 is arranged. In a corresponding manner, a second KERS coupling 78 is connected between the second memory-side KERS wheel 68 and the second transmission-side KERS wheel 74.

The transmission-side KERS wheel set 62 can be connected either directly to one of the above-mentioned wheels or pinions 70, 72, 74 to the power path 22 of the drive train 10, in particular to the gear wheel 39. In a preferred embodiment, the in 1, the transmission-side KERS wheel set 62 is connected to the gear wheel 39 via an intermediate gear 80 (or two intermediate gears). The ratios of the first KERS wheels and the second KERS wheels are preferably different, so that depending on the switched KERS clutch 76 or 78, a different translation between the KERS memory 24 and the power path 22 of the drive train 10 can be set , For example, the first KERS coupling 76 can be used in particular for charging the KERS memory 24, and the second KERS coupling 78 for discharging, or vice versa.

FIG. 2 shows in schematic form a further embodiment of a drive train 10 in a perspective schematic representation. It can be seen here that the housing assembly 42 including the gear housing 44 and the clutch housing 46 has an axial extent 82 which extends from a drive motor 12 facing the end of the clutch housing 46 to a drive motor 12 remote from the end of the gear housing 44.

Fig. 2 further shows that the arrangement of KERS memory 24 and KERS clutch assembly 26 seen in the axial direction between the ends of the housing assembly 42 is arranged, that has an axial extent 84 which is less than / equal to the axial extent 82 of Housing assembly 42 is.

The combination of the gear assembly 16 with two partial transmissions and the friction clutch assembly 14 with two friction clutches is also commonly referred to collectively as a dual clutch transmission, so that the axial extent 82 can also refer to the axial length of the dual clutch transmission, which includes the friction clutch assembly in this case ,

In the following FIGS. 3 to 6 further embodiments of drive trains are described, which can generally correspond to the drive train 10 of FIG. 1 in terms of construction and operation. Identical elements are therefore identified by the same reference numerals. The following section essentially explains the differences. In Fig. 3, a drive train 10 'is shown, which is designed for the front-transverse installation in a motor vehicle. The partial transmissions 34, 36 have a common input shaft arrangement 90 of an inner shaft and a hollow shaft.

Parallel to the input shaft assembly 90, the partial transmissions 34, 36 include a first output shaft 92 and a second output shaft 94, which are connected via a driven gear 96 (FD1, FD2) with a differential 18 not shown in FIG.

On the first output shaft 92, idler gears for the forward gear stages 1, 7 of the first subgear 34 and idler gears for the gear stages 6 and 2 of the second subgear 26 are arranged. At the second output shaft 94 idler gears for the forward gears 3 and 5 of the first sub-transmission 34 and idler gears for the forward gear 4 and the reverse gear R of the second sub-transmission 36 are arranged. Between the output gear 96 and the idler gear for the reverse gear stage, a parking lock gear P is also fixed to the second output shaft 94.

The KERS memory 24 with the planetary gear set 54 is constructed identically as in the drive train 10 of FIG. 1. The KERS clutch assembly 26 'differs somewhat from that of FIG. 1. For the memory-side KERS wheel 60 'has a memory-side KERS Ritzei 64 which is in engagement with the first memory-side KERS wheel 66. However, the second memory side KERS wheel is not engaged with the KERS pinion but with the first memory side KERS wheel. Similarly, the first and second KERS gear-side gears 72, 74 are engaged with each other, and the first KERS gear-side gear is directly engaged with an intermediate gear 80.

The intermediate gear 80 is connected to the gear wheel 39, which is formed by a gear set for the forward gear stages 5 and 7. More specifically, the gear wheel 39 is a fixed gear which is fixed to the inner shaft of the input shaft assembly 90 and is engaged with the idler gear for the forward gear stage 7 on the first output shaft 92, as well as the idler gear for the forward gear stage 5 on the second output shaft 94. As a result, a KERS linkage 98 is established, which is engaged by the KERS clutch assembly 26 'via the gear wheel 39 on the inner shaft of the input shaft assembly 90 and then via one of the wheelsets of the first sub-transmission 34 on the first output shaft or the second output shaft, and from there to the output gear 96 extends. In the present case, it is shown that the forward gear stage 1 is engaged, so that KERS power is transmitted to the output shaft 92 via the gear set for the forward gear stage 2.

4 shows a further embodiment of a drive train 24 "which generally corresponds in terms of design and mode of operation to the drive train 10 'of FIG. 3. The same elements are therefore designated by the same reference numerals 4 does not show the input shaft arrangement 90 and the output shaft 92 for reasons of clarity.

The KERS clutch arrangement 26 "here includes a memory-side KERS gearset 60", which is constructed identically to the KERS gearset 60 'of FIG. 3.

[00102] The KERS clutch assembly 26 "further includes a first transmission-side KERS gear set 62" having a transmission-side KERS wheel 74 "on the same axis of rotation as the second memory-side KERS gear 68. This transmission-side KERS Wheel of the first gear-side KERS wheelset 62 "is here via an intermediate 80" or more than an intermediate gear with a gear wheel 39 in connection, which is as in the embodiment of Fig. 3 to a fixed gear of the input shaft assembly 90 for the forward gears 5 and 7 can act.

However, in the embodiment of FIG. 4, the KERS clutch assembly 26 "still includes a second transmission-side KERS gearset 100. The second transmission-side KERS gearset 100 has another transmission-side KERS wheel 72" mounted on the same axis of rotation Like the first memory-side KERS wheel 66. This further transmission-side KERS wheel 72 "is connected via a further intermediate gear (or a plurality of further intermediate wheels) 102 to a further gear wheel 39" in connection. The further gear wheel 39 "may, for example, be a fixed gear of the input shaft assembly 90, which is assigned to the forward gear stages 4 and 6. Overall, it is preferred if the gear wheels 39, 29 "are each assigned to a different sub-transmission, as in the illustrated embodiment, whereby two parallel KERS connections 98 and 104 can be realized, as shown schematically in FIG is indicated.

The first KERS coupling 76 "is arranged and connected between the memory-side KERS wheel 66 and the transmission-side KERS wheel 72". The second KERS clutch 78 "is arranged and connected between the memory-side KERS wheel 68 and the transmission-side KERS wheel 74".

FIG. 5 shows a further embodiment of a drive train 10 "'which generally corresponds in terms of structure and mode of operation to the drive train 10" of FIG. 4. The same elements are therefore identified by the same reference numerals. The following section essentially explains the differences.

In the powertrain 10 "', the KERS clutch assembly 26"' includes a third storage side KERS wheel 108 that engages the second storage side KERS wheel 68. Further, the first transmission-side KERS wheel set 62 "'includes a third transmission-side KERS wheel 110 that meshes with the second KERS wheel of the first transmission-side KERS gear set 62"'.

Between the third memory-side KERS wheel 108 and the third gear-side KERS wheel 1 10, a third KERS clutch 1 12 is arranged and connected. Consequently, the KERS clutch assembly 26 '', the KERS connection 98 to the first part of the transmission 34 via two different translations to realize, so either by closing the friction clutch 78 or by closing the friction clutch 1 12. For the KERS connection 104 to the 4, only the KERS coupling 76 is provided in this embodiment as well as in the embodiment of Fig. 4. In a variant, however, it is conceivable to provide a further KERS coupling for the KERS connection 104 as well, for example fourth memory side KERS wheel and a fourth transmission side KERS wheel in the Power flow is switchable, for example, with the KERS wheels 66, 72 can be engaged.

It can also be seen in FIG. 5 that the KERS memory 24 "'can also be connected directly to one of the memory-side KERS wheels, in the present case to the memory-side third KERS wheel 108. However, it is also a Connection to the memory-side second KERS wheel 68, or in the case of FIGS. 3 and 4, also to the memory-side first KERS wheel 66, such that the KERS memory 24 "'is arranged coaxially to this respective memory-side KERS wheel , The KERS memory 24 "', as in the previous embodiments, a memory housing 50"', within which a KERS wheel is disposed, and a transmission gear 54 "', for example in the form of a planetary gear set.

Fig. 6 shows in schematic form an axial view of the drive train 10 'of Fig. 1, wherein this representation can refer in the same way to the drive trains of Fig. 3 to 5.

It can be seen that the drive train 10 'has an input shaft assembly 90 and a first output shaft 92 and a second output shaft 94. The first output shaft 92 and the second output shaft 94 are respectively engaged with an input member of the differential 18.

The KERS memory 24 is engaged via an idler gear 80 with a wheel fixed to the input shaft assembly 90. Alternatively, the KERS memory may also be connected directly to such a wheel of the input shaft arrangement, as shown in Fig. 6 at 24 ^IV .

Alternatively, it is of course also possible to connect the KERS memory 24 or the intermediate gear 80 to a gear wheel, which is mounted on one of the output shafts 92, 94. In any case, it is preferred if the KERS memory 24 with a

Input of the dual-clutch transmission is connected, so that for the connection between KERS memory 24 and driven wheels 20L, 20R at least part of the Translations of the dual-clutch transmission is used to optimally adjust the respective operating points.

Fig. 7 shows a further embodiment of a drive train 10 ^V , which generally corresponds to the drive train 10 'of FIG. 3 in terms of structure and operation. The same elements are therefore identified by the same reference numerals. The following section essentially explains the differences.

While the KERS memory 24 in the drive train 10 'includes a transmission gear 54, the KERS memory 24 ^{V is formed} without such a transmission gear in the drive train 10, so that a KERS wheel which rotatable in the storage housing 50 ^v is directly connected to one of the wheels of the storage-side KERS wheelset. In this case, preferably a transmission gear 54 ^v between the KERS Kuppiungsanordnung 26 ^v and the gear wheel 39 is arranged. More specifically, the transmission gear 54 ^v , which may also be configured as a planetary gear or as a simple planetary gear, coaxial with a secondary shaft 1 16 arranged on which a transfer wheel 1 18 is fixed, which is in engagement with the transmission-side KERS wheelset 62. Further, an output member of the transmission gear 54 ^{v is} connected to the intermediate gear 80, which is connected to the gear wheel 39 of one of the gear wheelsets, for example, exactly as shown in Fig. 3.

In other words, a transmission gear 50 ^v can be arranged either in the power flow direction between the KERS wheel and the KERS Kuppieanordnung, or between the KERS Kuppieanordnung and the gear wheel of one of the gear sets.

Claims

claims

A drive train (10) for a motor vehicle, comprising a drive motor (12) whose drive power can be guided via a power path to driven wheels (20), and a KERS memory (24) which is connected via a KERS clutch arrangement (26). connectable to the power path, characterized in that the power path comprises a dual-clutch transmission (16) with two partial transmissions (34, 36) each having a plurality of gear sets (38, 40), the KERS clutch assembly (26) a gear wheel (39) of one (38) of the gear sets (38, 40) of the first and / or the second sub-transmission (34, 36) is connectable to the power path.

2. Drive train according to claim 1, characterized in that the KERS clutch assembly (26) has a memory-side KERS wheelset (60) which is connected to the KERS memory (24), and a transmission-side KERS wheelset (62) which is connected to the gear wheel (39) of one of the gear sets (38, 40) of the first and / or the second sub-gear (34, 36), wherein the memory-side KERS gear set (60) and the transmission side KERS -Radsatz (62) via at least one KERS coupling (76, 78, 78 ", 78, 112) are interconnected.

3. Drive train according to claim 2, characterized in that the memory-side KERS gear set (60) has a KERS memory (24) connected to the KERS pinion (64), wherein a first KERS wheel (66) of the memory-KERS- Wheel set (60) with the KERS pinion (64) is engaged and connected to an input member of a first KERS coupling (76) whose output member with a first KERS wheel (72) of the transmission-side KERS wheel set (62) is.

4. Drive train according to claim 3, characterized in that the first KERS wheel (72) of the transmission-side KERS wheel set (62) is connected to the gear wheel (39).

5. Drive train according to claim 3 or 4, characterized in that the

memory-side KERS wheel set (60) has a second KERS wheel (68) engaged with its first KERS wheel (66).

6. Drive train according to one of claims 2-5, characterized in that the transmission side KERS wheel set (62) with a gear wheel (39) of one of the gear sets (38, 40) of the first or the second partial transmission (34 ), wherein the KERS clutch assembly (26) has a further transmission-side KERS wheel set (100), which is connected via a further KERS clutch (76) to the memory-side KERS wheel set (60), and wherein the further transmission side KERS wheelset (100) is connected to another gear wheel (39).

7. Drive train according to claim 6, characterized in that the further

Gear wheel (39 ") to which the other transmission-side KERS wheel set (100) is connected, part of a gear wheel set of the other sub-transmission (36).

8. Drive train according to one of claims 2-7, characterized in that the transmission-side or the further transmission-side KERS wheelset (62, 100) has an intermediate wheel (80, 102) engaged therewith, which meshes with the gear wheel (39 39 ") of the gear wheel set is connected.

A power train according to any one of claims 1-8, characterized in that the dual-clutch transmission (16) has an axial extent (82) with a first axial end and a second axial end, the KERS memory (24) and the KERS Clutch assembly (26) are arranged in the axial direction between the first and the second end of the dual clutch transmission.

10. Drive train according to one of claims 1-9, characterized in that the drive train is designed for transverse mounting in a motor vehicle, wherein the dual-clutch transmission (16) a stepped transmission with an input shaft assembly (90) and two output shafts parallel thereto (92, 94) wherein the KERS clutch assembly (26) is connectable to the power path via a gear wheel (39; 39 ") supported on the input shaft assembly (90).

A power train according to any one of claims 1-10, characterized in that the KERS memory (24) comprises a transmission gear (54) connected to the KERS coupling arrangement (26).

12. Drive train according to one of claims 1-11, characterized in that the KERS clutch assembly (26 ^v ) via a transmission gear (54 ^v ) is connected to the gear wheel (39) of one of the gear wheelsets.